Eu-ops 1
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Essentially the same, but some additions
EU-OPS 1 will become effective in all EU member states and Norway, Iceland and Switzerland.
JAR-OPS 1 will remain effective in all other JAA countries.
The major part of EU-OPS 1 will consist of the JAR-OPS 1 amendment 12 text plus 10 NPA’s and new ICAO ELT rules.
Major changes on Cabin Crew training, All Weather Operation, ELT’s and Flight Time Limitations.
New Subpart Q (Flight Time Limitations) also known as EU-FTL.
I have yet to find a download link.
EDIT: just found this:
The amendment clarifies the applicability of OPS 1.865(b) regarding the HF equipment on particular routes in MNPS airspace. The requirement is furthermore aligned with ICAO SARPs. A transition period is not considered necessary as the amendment introduces alleviation for certain operations.
NPA-OPS 40A ETOPS
The amendment
A transition period is not considered necessary as the amendment has only minor impacts on present operations.
NPA-OPS 41 AWO
The amendment affects:
NPA-OPS 45 Cabin Crew during ground operations
The amendment introduces a new paragraph OPS 1.311 ‘Minimum number of cabin crew required to be on board an aeroplane during ground operations with passengers’ and an associated Appendix 1. Lately, routine inspections have shown that some operators request cabin crew to carry out tasks in the airport terminal reducing as a consequence the minimum number of cabin crew required to be onboard. The objective of the new rule is therefore to ensure that the appropriate number of cabin crew members are at all times on board during ground operations in order to ensure the safety of the passengers present in the aeroplane. Although not harmonised with FAR 121.391, the proposed rule is compliant with ICAO.
For consistency, the NPA also provides an amendment to OPS 1.305 ‘Refuelling/defuelling with passengers embarking, on board or disembarking’.
A transition period is not considered necessary.
NPA-OPS 49 Use of Headset
The amendment introduces a new paragraph OPS 1.313 Use of Headset. This task results from a previous JAA rulemaking task and recommendations from the French Air Accident Investigation Bureau. It is its main objective to improve ATS communications. OPS 1.652 (s) and 1.650 (p) require the carriage of a headset with boom microphone or equivalent for IFR and VFR operations. But there is no requirement for its use. The amendment introduces a requirement for the use of a headset with boom microphone or equivalent by flight crew. The wording has been simplified.
The amendment is part of JAR-OPS 1 Amendment 13, published May 2007. A transition period is not considered necessary.
NPA-OPS 52 Cabin crew training for icing conditions
The amendment introduces a new subparagraph requiring an additional subject to be covered during both initial (Appendix 1 to OPS 1.1005) and recurrent training (Appendix 1 to OPS 1.1015). Several incidents relating to icing conditions have shown that cabin crew, when trained on this subject, do contribute to safety by informing the flight crew of observed surface contamination. Therefore, a requirement for training on surface contamination and on the need to inform the flight crew has been included in the current syllabi of initial and recurrent training.
The time from adoption of this amendment to application of EU-OPS is considered sufficient to amend the training syllabus for initial safety and recurrent training. The amendment could therefore be applicable for new cabin crew entrants from July 2008. For cabin crew members already working with an operator the training should be conducted with the next scheduled recurrent training. This requires a transition period of 1 year.
NPA-OPS 53 Noise Abatement Procedures
This amendment revises the existing paragraph in OPS 1.235 ‘Noise Abatement Procedures’ to implement changes to ICAO Doc. 8168 (Procedures for Air Navigation Services, “PANS-OPS”). The intention of this rule is that noise abatement procedures must be used for each take off and that, for any given aeroplane, only two climb profiles can be defined in the operations manual. The proposed text provides the best balance between maintaining simplicity and at the same time expressing the ICAO requirement. It also takes into account the new possibilities offered by the aeroplane FMS. The amendment is fully compliant with ICAO PANS OPS.
A transition period is not considered necessary as, according to the NPA, most operators have already implemented such procedures.
NPA-OPS 54 Cabin Crew training on medical aspects and first aid
The amendment introduces changes to the current subparagraphs defining medical aspects and first aid training to be undergone by cabin crew during initial, conversion and differences and recurrent training. It also introduces a new Appendix 3 to OPS 1.1005, 1.1010 and 1.1015 which gives a detailed list of the subjects to be covered during the various training sessions on medical aspects and first aid.
The intention is to expand cabin crew knowledge in first aid and travel health issues. It implements recommendations from ECAC and also results of alignment with ICAO document 7192 AN 857, Part 1, Training manual Chapter on Hygiene, aviation medicine and first aid.
The amendment is part of JAR-OPS 1 Amendment 13, published May 2007. The time from adoption of this amendment to application of EU-OPS is considered sufficient to amend the training syllabus for initial safety, conversion and recurrent training. The amendment could therefore be applicable for new cabin crew entrants from July 2008. For cabin crew members already working with an operator the training should be conducted with the next scheduled recurrent training or conversion/difference training. This requires a transition period of 1 year.
NPA-OPS 57A Electronic Navigation Database Management
The amendment introduces a new paragraph OPS 1.873 Electronic Navigation Database management. The measure covers amendments to requirements in subpart L, driven by Amendment 29 to ICAO Annex 6 Part I. It addresses Electronic Navigation Data Management. The new ICAO Annex 6 Part I Chapter 7.4 represents a new Standard for the operator as regards his responsibilities for the accuracy and integrity of the used navigation (NAV) data. Meanwhile, EASA issued the first recognitions for suppliers of NAV Databases on the basis of Part 21. The measure requires that operators obtain their NAV Databases, used for primary means of navigation in the FMS, from a supplier that holds a type 2 LoA. If this requirement cannot be met, the NAA will have to approve operators’ procedures so as to ensure that the product has met equivalent standards of integrity to the standard ensured by suppliers holding a type 2 LoA.
A transition period is not considered necessary.
NPA-OPS 58 – Terminology and Fuel
The Decision Point Procedure is replaced with a more mature, easier to understand procedure called the Reduced Contingency Fuel Procedure. The Pre-Determined Point and Isolated Aerodrome Procedures are reorganized in the new Appendix 1 to OPS 1.255. Para 1.295(c)(1)(i) is amended to include re-planning in-flight without an alternate aerodrome. Appendix 1 to OPS 1.375 is deleted and the text expanded to be incorporated in OPS 1.375 giving greater explanation of in-flight fuel checks and fuel management. In addition, this amendment provides definitions of terms used in this amendment, so as to provide improved clarity and to reduce misinterpretation.
The amendment is part of JAR-OPS 1 Amendment 13, published May 2007. A transition period is not considered necessary as the amendment aims to clarify existing rule material.
ICAO Amendment 31 to Annex 6, Part I – Carriage of ELTs
The amendment aligns the carriage requirements for emergency locator transmitters (ELTs) contained in EU OPS 1.820 with the ICAO Amendment 31 to Annex 6, Part I which will become applicable on 1 July 2008. A comparison between the existing provisions and proposed amendments is quite complex. However, in general it can be said that the amendment introduces no changes for aircraft with 19 passenger seats or less, nor for any aircraft with more than 19 seats when equipped for ‘extended overwater flights’ or flights in ‘difficult areas for SAR’. Changes may apply to other aircraft depending on when their CofA was first issued and dependent on any ELTs already carried in addition to those previously required by EU OPS.
Courtesy EU-OPS 1 replaces JAR-OPS 1 on 16 July 2008 - Community Blog That link contains a lot of good stuff.
EU-OPS 1 will become effective in all EU member states and Norway, Iceland and Switzerland.
JAR-OPS 1 will remain effective in all other JAA countries.
The major part of EU-OPS 1 will consist of the JAR-OPS 1 amendment 12 text plus 10 NPA’s and new ICAO ELT rules.
Major changes on Cabin Crew training, All Weather Operation, ELT’s and Flight Time Limitations.
New Subpart Q (Flight Time Limitations) also known as EU-FTL.
I have yet to find a download link.
EDIT: just found this:
- NPA-OPS 39B - HF communication equipment
- NPA-OPS 40A - ETOPS
- NPA-OPS 41 - All Weather Operations
- NPA-OPS 45 - Cabin crew during ground operations
- NPA-OPS 49 - Use of Headset
- NPA-OPS 52 - Cabin crew training for icing conditions
- NPA OPS 53 - Noise abatement
- NPA-OPS 54 - Cabin crew first aid training
- NPA OPS 57A - Electronic navigation data management
- NPA-OPS 58 - Terminology and Fuel
The amendment clarifies the applicability of OPS 1.865(b) regarding the HF equipment on particular routes in MNPS airspace. The requirement is furthermore aligned with ICAO SARPs. A transition period is not considered necessary as the amendment introduces alleviation for certain operations.
NPA-OPS 40A ETOPS
The amendment
- considers criteria for operations of two engines aeroplanes with diversion times exceeding 180 min;
- re-distributes material in accordance with the new regulatory context of Regulation (EC) 1592/2002; and
- harmonises with FAA and ICAO SARPS.
A transition period is not considered necessary as the amendment has only minor impacts on present operations.
NPA-OPS 41 AWO
The amendment affects:
- Aerodrome operating minima (OPS 1.430);
- Clarification of the relationship between Stabilised Approach (SAp) and the Continuous Descent Final Approach (CDFA) technique;
- Requirements for Category III operations in relation to the many combinations of runways and airframe/equipment (OPS 1.440);
- the introduction of HUD, HUDLS (Head-Up Guidance Landing System) and EVS; and
- Requirements for training and qualifications for Low Visibility Operations (OPS 1.450).
NPA-OPS 45 Cabin Crew during ground operations
The amendment introduces a new paragraph OPS 1.311 ‘Minimum number of cabin crew required to be on board an aeroplane during ground operations with passengers’ and an associated Appendix 1. Lately, routine inspections have shown that some operators request cabin crew to carry out tasks in the airport terminal reducing as a consequence the minimum number of cabin crew required to be onboard. The objective of the new rule is therefore to ensure that the appropriate number of cabin crew members are at all times on board during ground operations in order to ensure the safety of the passengers present in the aeroplane. Although not harmonised with FAR 121.391, the proposed rule is compliant with ICAO.
For consistency, the NPA also provides an amendment to OPS 1.305 ‘Refuelling/defuelling with passengers embarking, on board or disembarking’.
A transition period is not considered necessary.
NPA-OPS 49 Use of Headset
The amendment introduces a new paragraph OPS 1.313 Use of Headset. This task results from a previous JAA rulemaking task and recommendations from the French Air Accident Investigation Bureau. It is its main objective to improve ATS communications. OPS 1.652 (s) and 1.650 (p) require the carriage of a headset with boom microphone or equivalent for IFR and VFR operations. But there is no requirement for its use. The amendment introduces a requirement for the use of a headset with boom microphone or equivalent by flight crew. The wording has been simplified.
The amendment is part of JAR-OPS 1 Amendment 13, published May 2007. A transition period is not considered necessary.
NPA-OPS 52 Cabin crew training for icing conditions
The amendment introduces a new subparagraph requiring an additional subject to be covered during both initial (Appendix 1 to OPS 1.1005) and recurrent training (Appendix 1 to OPS 1.1015). Several incidents relating to icing conditions have shown that cabin crew, when trained on this subject, do contribute to safety by informing the flight crew of observed surface contamination. Therefore, a requirement for training on surface contamination and on the need to inform the flight crew has been included in the current syllabi of initial and recurrent training.
The time from adoption of this amendment to application of EU-OPS is considered sufficient to amend the training syllabus for initial safety and recurrent training. The amendment could therefore be applicable for new cabin crew entrants from July 2008. For cabin crew members already working with an operator the training should be conducted with the next scheduled recurrent training. This requires a transition period of 1 year.
NPA-OPS 53 Noise Abatement Procedures
This amendment revises the existing paragraph in OPS 1.235 ‘Noise Abatement Procedures’ to implement changes to ICAO Doc. 8168 (Procedures for Air Navigation Services, “PANS-OPS”). The intention of this rule is that noise abatement procedures must be used for each take off and that, for any given aeroplane, only two climb profiles can be defined in the operations manual. The proposed text provides the best balance between maintaining simplicity and at the same time expressing the ICAO requirement. It also takes into account the new possibilities offered by the aeroplane FMS. The amendment is fully compliant with ICAO PANS OPS.
A transition period is not considered necessary as, according to the NPA, most operators have already implemented such procedures.
NPA-OPS 54 Cabin Crew training on medical aspects and first aid
The amendment introduces changes to the current subparagraphs defining medical aspects and first aid training to be undergone by cabin crew during initial, conversion and differences and recurrent training. It also introduces a new Appendix 3 to OPS 1.1005, 1.1010 and 1.1015 which gives a detailed list of the subjects to be covered during the various training sessions on medical aspects and first aid.
The intention is to expand cabin crew knowledge in first aid and travel health issues. It implements recommendations from ECAC and also results of alignment with ICAO document 7192 AN 857, Part 1, Training manual Chapter on Hygiene, aviation medicine and first aid.
The amendment is part of JAR-OPS 1 Amendment 13, published May 2007. The time from adoption of this amendment to application of EU-OPS is considered sufficient to amend the training syllabus for initial safety, conversion and recurrent training. The amendment could therefore be applicable for new cabin crew entrants from July 2008. For cabin crew members already working with an operator the training should be conducted with the next scheduled recurrent training or conversion/difference training. This requires a transition period of 1 year.
NPA-OPS 57A Electronic Navigation Database Management
The amendment introduces a new paragraph OPS 1.873 Electronic Navigation Database management. The measure covers amendments to requirements in subpart L, driven by Amendment 29 to ICAO Annex 6 Part I. It addresses Electronic Navigation Data Management. The new ICAO Annex 6 Part I Chapter 7.4 represents a new Standard for the operator as regards his responsibilities for the accuracy and integrity of the used navigation (NAV) data. Meanwhile, EASA issued the first recognitions for suppliers of NAV Databases on the basis of Part 21. The measure requires that operators obtain their NAV Databases, used for primary means of navigation in the FMS, from a supplier that holds a type 2 LoA. If this requirement cannot be met, the NAA will have to approve operators’ procedures so as to ensure that the product has met equivalent standards of integrity to the standard ensured by suppliers holding a type 2 LoA.
A transition period is not considered necessary.
NPA-OPS 58 – Terminology and Fuel
The Decision Point Procedure is replaced with a more mature, easier to understand procedure called the Reduced Contingency Fuel Procedure. The Pre-Determined Point and Isolated Aerodrome Procedures are reorganized in the new Appendix 1 to OPS 1.255. Para 1.295(c)(1)(i) is amended to include re-planning in-flight without an alternate aerodrome. Appendix 1 to OPS 1.375 is deleted and the text expanded to be incorporated in OPS 1.375 giving greater explanation of in-flight fuel checks and fuel management. In addition, this amendment provides definitions of terms used in this amendment, so as to provide improved clarity and to reduce misinterpretation.
The amendment is part of JAR-OPS 1 Amendment 13, published May 2007. A transition period is not considered necessary as the amendment aims to clarify existing rule material.
ICAO Amendment 31 to Annex 6, Part I – Carriage of ELTs
The amendment aligns the carriage requirements for emergency locator transmitters (ELTs) contained in EU OPS 1.820 with the ICAO Amendment 31 to Annex 6, Part I which will become applicable on 1 July 2008. A comparison between the existing provisions and proposed amendments is quite complex. However, in general it can be said that the amendment introduces no changes for aircraft with 19 passenger seats or less, nor for any aircraft with more than 19 seats when equipped for ‘extended overwater flights’ or flights in ‘difficult areas for SAR’. Changes may apply to other aircraft depending on when their CofA was first issued and dependent on any ELTs already carried in addition to those previously required by EU OPS.
Courtesy EU-OPS 1 replaces JAR-OPS 1 on 16 July 2008 - Community Blog That link contains a lot of good stuff.
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And here is the official OPS1, no longer called EU OPS
http://eur-lex.europa.eu/LexUriServ/...01:0238:EN:PDF
Main difference is of course that OPS1 is law and cannot be changed by member states. Disadvantage is of course that it cannot be enforced by those JAA members that are not in the EEC. Member states can only adopt local regulations where it is shown that they are stricter then OPS1, good example is Subpart Q vs UK FTL. The UK FTL was deemed more restrictive and the UK FTL will remain in effect in the UK, at least UFN. Some of the larger UK AOC holders want the Subpart Q to take effect for obvious reasons.
Old Jar Ops was accepted by act of Parliament through the ANO.
In effect the CAA has no authority over areas covered by OPS 1, Brussels is now in charge.
Volumes can be written about the changes of ANO vs Jar Ops 1 and now OPS1, plus the advantages and disadvantage for operators, pilots, engineers etc.
http://eur-lex.europa.eu/LexUriServ/...01:0238:EN:PDF
Main difference is of course that OPS1 is law and cannot be changed by member states. Disadvantage is of course that it cannot be enforced by those JAA members that are not in the EEC. Member states can only adopt local regulations where it is shown that they are stricter then OPS1, good example is Subpart Q vs UK FTL. The UK FTL was deemed more restrictive and the UK FTL will remain in effect in the UK, at least UFN. Some of the larger UK AOC holders want the Subpart Q to take effect for obvious reasons.
Old Jar Ops was accepted by act of Parliament through the ANO.
In effect the CAA has no authority over areas covered by OPS 1, Brussels is now in charge.
Volumes can be written about the changes of ANO vs Jar Ops 1 and now OPS1, plus the advantages and disadvantage for operators, pilots, engineers etc.
Last edited by cldrvr; 28th Oct 2008 at 23:02. Reason: poor spelling and syntax.
Further to BOAC's comprehensive post, a good source of information is the UK CAA website which has a number of FODCOM (e.g. 03/2008) that well described the transition and areas of change.
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Hi all,
Maybe you can help me. The Appendix 1 (old) to OPS 1.430 and the Appendix (new) to OPS 1.430 are both contained in the document that i have. When does the new appendix become active?
In the old appendix it states for single pilot operations;
The Decision Height applied must not be less than 1,25 x the minimum use height for the autopilot.
There is no reference to this in the new Appendix, does anyone know why?
FS
Maybe you can help me. The Appendix 1 (old) to OPS 1.430 and the Appendix (new) to OPS 1.430 are both contained in the document that i have. When does the new appendix become active?
In the old appendix it states for single pilot operations;
The Decision Height applied must not be less than 1,25 x the minimum use height for the autopilot.
There is no reference to this in the new Appendix, does anyone know why?
FS
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Appendix 1 (old) to OPS 1.430 and the Appendix (new)
As stated in the same document OPS 1.430 (e)1:
"An operator must ensure that either Appendix 1 (Old) or Appendix 1 (New) to OPS 1.430 is applied. However, an operator must ensure that Appendix 1 (New) to OPS 1.430 is applied not later than three years after publication date."
and it was published on 20.09.2008
Hope that help, although a little late answer
Charliepapafox
"An operator must ensure that either Appendix 1 (Old) or Appendix 1 (New) to OPS 1.430 is applied. However, an operator must ensure that Appendix 1 (New) to OPS 1.430 is applied not later than three years after publication date."
and it was published on 20.09.2008
Hope that help, although a little late answer
Charliepapafox
